RU2606659C2 - Vehicle disc brake and brake pad - Google Patents

Abstract

FIELD: car industry.

SUBSTANCE: group of inventions relates to automotive industry, particularly, to disc brakes. Vehicle disc brake comprises brake disc, support and braking mechanism shield. Braking mechanism shield comprises support projections, on which brake pad bearing plate rests from input and output side. Brake pad is fixed in braking mechanism shield and rotated by movement against brake disc rotation direction around axis of rotation. Disc brake braking pad comprises bearing plate and friction layer fixed on it. Bearing plate includes side support surfaces. Bearing plate contact profile includes support surface with inclination angle relative to Y axis in pad support on braking mechanism shield radial highest zone.

EFFECT: enabling higher balanced forces distribution between two support projections at braking.

30 cl, 12 dwg

Description

This invention relates to a disc brake of a motor vehicle according to the preamble of claim 1, and also to a brake lining according to the preamble of claim 23.

The disc brakes according to the restrictive part mainly comprise a brake disc rotating in operation with the axis of the vehicle, at least one or preferably several brake linings located on one or both sides of the brake disc, a brake caliper and preferably located on one or two sides of the brake disc brake shield. The disc brake with the brake shield includes preferably a floating or swivel brake caliper.

To ensure reliable operation of the disc brake, reliable guides and fasteners for the brake pads in the caliper or brake shield are required.

The shield of the brake mechanism according to the restrictive part (and thus according to the invention) preferably includes on this side on each side of the brake disk two support arms located one after another around the circumference of the brake disk and connected by at least a spacer and protruding radially from the frame and restricting on each side a nest for installation of a brake lining. The brake lining socket, as is known in the art, is preferably open remotely radially outwardly, so that the brake lining can be radially inserted from the outside into the socket. After installation, the brake pads are fixed radially with a mounting bracket. Additionally, a clamping spring may be provided, which is installed and functions as a spring, in particular between the mounting bracket and the brake lining.

Brake pads during operation are subject to numerous loads, for example, high thermal and mechanical loads. For both operating modes, a) the brake is applied and b) the brake is not applied, there are various degrees of load.

When braking, the brake lining is subject to high compressive forces and lateral forces, and the lining must transmit the lateral forces arising on the friction surface of the lining through the friction layer to the carrier plate and then to the brake caliper or shield. In this case, the transverse forces acting on the brake lining take on primarily the support protrusion from the output side, i.e. front protrusion in the direction of rotation of the brake disc.

In addition, the brake lining must transform the tightening force produced by the brake caliper into the compressive force distributed as evenly as possible over the friction surface. To do this, the pulling force from the brake caliper must be converted with the help of a bending support plate into a surface load.

The difficulty is that, due to the limited mounting space, the narrow sidewalls or supporting areas of the carrier plate of the known lining adjacent to the shield of the brake mechanism on the front side cannot prevent the rotational movement of the brake lining during braking. This rotational movement can adversely affect the backlash, i.e. in free running between the friction layer and the brake disc, as well as on the wear resistance of the brake linings, in particular in the form of beveled wear and play of the linings.

The closest analogue is document DE 2926818 A1.

The objective of the invention is to improve the disc brake according to the restrictive part in order to maximize the prevention of these negative impacts on performance.

This problem is solved with the help of a disc brake, characterized by the features of paragraph 1 of the formula, as well as with the help of a brake lining, characterized by the characteristics of paragraph 23 of the formula.

In the disc brake according to the invention, in which the supporting arm of the disk brake shield from the input side and adjacent supporting surfaces of the carrier plate are engaged with each other, the brake lining is supported on the supporting pad of the supporting protrusion from the output side, passing in the Y direction below the vector line action of the force of the total frictional force.

The supporting protrusion on the input side is called the rear one relative to the main direction of rotation of the brake disc, i.e. in the direction of rotation of the brake disc when the vehicle is moving forward, a support protrusion.

In this case, the supporting protrusion on the output side is called the front one relative to the main direction of rotation of the brake disc, i.e. in the direction of rotation of the brake disc when the vehicle is moving forward, a support protrusion.

The thus obtained distribution of forces on both supporting protrusions has a positive effect on operational properties.

On the one hand, a certain moment of rotation about the Z axis parallel to the axis of rotation of the brake disk occurs on the brake lining. This rotational moment also induces a supporting force on the support protrusion from the input side and engages this side of the brake mechanism shield in the power process during braking, which in turn provides a more favorable distribution or application of forces in the brake mechanism shield. In conventional brake switchboards without supporting the brake lining from the input side, on the contrary, a proportionally very high force of bearing lining of the brake lining from the output side arises.

Therefore, the advantage is a more even distribution of forces during braking between two supporting protrusions compared to the prior art, which is greatly facilitated by the relatively low maximum bearing moment (in the Y direction).

This needs to be illustrated with a first look at the model. To simplify the description of the lining, we can take the model of a short circumferential extraction segment (i.e., the overlap angle ϕ is taken to be relatively small along the circumference) for which there is a line or force vector passing through the center of gravity of the brake lining in the X direction (vertically to the axis rotation of the brake disc). In Figures 2 and further, this vector of application of force passes in the shown variants along the radius exactly or approximately in the center, and in a circle around the center or approximately in the center of the brake lining. Leaning from the output side to the brake shield is in contrast to this (Figs. 3, 4 and further, except for Fig. 1) in the Y direction, vertically to the axis of the brake disc relative to the force vector applied to the center of gravity, preferably and mainly further deeper into the axis of rotation . This also applies to Figures that do not show the brake shield.

The distance h of the highest point A of the abutment of the brake lining on the support protrusion from the exit side in the direction Y from the force application vector is particularly preferably at least 0.1 of the length of the brake lining in the direction of the vector of forces of the total friction force and / or from 0.1 to 0.25 width brake lining vertically to the direction of the vector of forces of the total friction force. Thus, the application and distribution of forces from the input side is also an advantage, which will be discussed in more detail below.

In addition, it is particularly preferable both in the improved embodiment according to claim 1, and according to claim 23, when the support protrusion from the output side and the corresponding contour of the carrier plate, at least in the region of the radially highest point of support include the support surface at an angle α> 0 ° of inclination to the Y axis, and these bearing surfaces are designed to fit against each other when braking in the main direction of movement. Accordingly, the inclination towards the Y axis, preferably of the supporting surface of the abutment contour of the carrier plate, makes an angle (α)> 0 ° over the entire area, in separate zones or at least in the radially highest zone of bearing support on the brake shield.

In order to avoid tangential sliding of the brake lining caused by the inclined installation of the highest abutment point A, the inclination angle is predominantly less than the sum of the angle of application of forces and the arc angle of the friction value μ _a at the abutment point on the support protrusion from the exit side. Angles α of inclination from 8 ° to 30 ° have been shown to be particularly preferred. Preferred to ensure the prevention of tangential sliding of the lining at the point of support of the support ledge proved to be the values of the angle α from min. 8 ° to max. 30 °.

The above applies to the braking process when moving forward. In order to ensure the braking process when moving backward without impairing functionality, the forward-facing brake shield arm must have a minimum height. In this case, it is preferable that the height of the support protrusion of the brake shield should be greater than the height of the circumferential friction forces vector position. Supporting the brake lining ensures that there is no additional unscrewing torque on the brake lining.

Preferred embodiments of the invention are disclosed in the dependent claims.

According to one of the preferred embodiments of the invention, which, on the one hand, can be an improvement on the subject matter of paragraph 1, and, on the other hand, an independent invention, the support protrusion of the brake mechanism shield from the output side is lowered relative to the support protrusion of the brake shield from the input side. This applies in particular to the radial distance to the axis of rotation (Z axis) of the brake disc. The support protrusion on the input side, made with a radial elevation opposite the support protrusion on the output side, provides, in particular, reliable retention and prevention of unscrewing of the brake lining from the shield of the brake mechanism to the output side.

In particular, the support protrusion on the output side is higher than the point of intersection of the force vector with the support protrusion on the output side, which improves retention of the brake lining and when moving backward.

According to a further embodiment of the invention, the support protrusion of the brake shield from the output side and the adjacent support surface of the carrier plate are configured such that the carrier plate on the output side can be extended from the brake shield radially relative to the axis of rotation of the brake disc. This makes it possible to easily replace the brake lining and at the same time prevents the rotational movement of the brake lining due to the design of the brake shield and the carrier plate. Replacing the brake lining in the brake shield can be done in a simple way by turning movement.

The support surface of the carrier plate located adjacent to the support protrusion of the brake shield includes, according to a preferred embodiment of the invention, a lock notch that engages with a corresponding undercut on the support protrusion from the entrance side. This prevents the brake lining from being unscrewed towards the input side, not only due to the presence of sufficient friction forces, but also due to the configuration of the brake pad and the support protrusion on the input side, which makes it possible to redistribute large supporting loads on the input side. Especially preferred is the geometrical closure of the lock notch with undercut on the support protrusion from the input side, for example, due to the presence of the support protrusion on the input side of the head, which extends beyond the lock notch on the bearing surface adjacent to the support protrusion from the input side.

In addition, the support surface of the carrier plate located adjacent to the support protrusion on the output side includes a protruding beyond the support protrusion, at least partially cut by the lock, to create the largest possible contact surface for deflecting forces generated on the support protrusion from the output side.

According to a further preferred embodiment of the invention, the carrier plate is made asymmetrically with respect to the corresponding lock cutouts with respect to the axis of symmetry passing through the center of the brake lining and through the axis of rotation of the brake disk. It also provides several benefits. So, for example, the orientation of the brake lining acting radially on the input side prevents the lining torque during braking. In addition, the asymmetry provides the possibility of asymmetric deposition of the friction layer on the brake lining, for example, to compensate for oblique wear of the friction layer. In addition, asymmetric execution completely eliminates the possibility of improper installation of the brake lining in the brake shield. The undercut preferably takes place in the form of a shoulder in the direction of the main rotation of the brake disk, and the carrier plate engages it from the input side in such a way that it makes it impossible to remove the brake shoe from the brake shield directly radially relative to the center of the brake disk.

Preferred for easy mounting and dismounting of the brake lining is the installation of the brake lining in the shield of the brake mechanism in such a way that when mounting and dismounting, a rotary or combination of rotary and radial movements is necessary. Particularly preferred for simple mounting and dismounting of the brake lining is the implementation of the lock hole in the support surface of the carrier plate and / or the support protrusion on the output side of the brake shield and the adjacent support plate adjacent to the support plate of the brake mechanism and adjacent to the support plate in such a way so that it is possible to rotate the brake lining around the axis of rotation parallel to the axis of rotation of the brake disc against the direction of the main rotation of the brake disc.

For easy mounting and dismounting of the brake lining, it is also preferable that the axis of rotation of the brake lining is located in the area adjacent to the support protrusion from the input side of the shield of the brake mechanism of the support surface of the carrier plate next to the head of the support protrusion from the input side.

Direct transmission of forces from the brake lining to the brake shield provides, in particular, also the installation of the carrier plate in the brake shield without any play or almost no play.

It is preferable, in particular, for transmitting forces during braking when driving backward, so that the length of the support surface of the support protrusion from the input side, which partially covers the brake lining on the sides, is more than half the height h _{B of the} carrier plate.

The listed advantages of the disc brake according to the invention also apply to the brake lining according to paragraphs 23-34 of the claims.

The invention is illustrated by drawings, which show:

FIG. 1 - Side view of the brake lining installed in the shield of the brake mechanism according to the prior art.

FIG. 2 is a side view of a first embodiment of a brake shield according to the invention with a brake lining installed therein.

FIG. 3 - Lateral projection of the shield of the brake mechanism and brake lining of FIG. 2 with the brake pad turned for mounting or dismounting.

FIG. 4a-4d - Lateral projection of the brake shield and brake lining of FIG. 2 with a schematic representation of the brake disc and the forces acting on different points of the shield of the brake mechanism or brake lining.

FIG. 5 - Horizontal projection of the shield of the brake mechanism of FIG. 2 with the image of forces acting on various points.

FIG. 6a-6e - Various embodiments of the brake lining according to the invention.

FIG. 7 is a perspective view of a second embodiment of a disc brake according to the invention.

FIG. 8 is a perspective view of a brake shield according to an embodiment of the disc brake of FIG. 7.

FIG. 9 is a perspective view of the brake lining of the embodiment of the disc brake of FIG. 7.

FIG. 10a-10c - Various embodiments of the friction layer of the brake lining according to the invention.

FIG. 11 and 12 are other side views of embodiments of a brake shield according to the invention with a brake lining installed.

In the following description of the figures, concepts are from above, below, left, right, front, back, etc. relate mainly to the approximate image and position in the respective figures of the disc brake, the carrier plate and the shield of the brake mechanism. The selected coordinate system goes into the description of the other mounting positions.

In the Cartesian coordinate system, the Z axis runs parallel to the axis of rotation of the brake disk (C, Fig. 4a and 5), the X axis passes perpendicular to the axis of rotation of the brake disk (C, Fig. 4a) through the axis of rotation of the brake disk or in parallel with this straight line, and the Y axis extends perpendicular to the X axis and the Z axis. The Y axis also preferably passes through the center of gravity of the brake lining at approximately the center of the lining (circumferentially).

In FIG. 2 schematically shows a fragment of a disc brake. The number 42 denotes the carrier plate of the brake lining 4, on the back, not visible in FIG. 2 side of which the friction layer 41 is applied (shown in Fig. 5, 7 or 10). The brake pad 42 of the lining 4 is installed in the shield 1 of the brake mechanism, fixedly mounted on the side of the vehicle, and is fixed in the shield of the brake mechanism on the side of the brake caliper with a bracket 6 in the shield 1 of the brake mechanism.

The shield 1 of the brake mechanism can be an independent mounting part, as shown, or it can be an integrated part of the brake caliper 8. To attach the shield 1 of the brake mechanism to the vehicle axis, holes 7 are made in the shield in which screws or bolts that hold the brake shield on the axle are inserted vehicle. Another support element for mounting and / or supporting the brake lining 4 is also possible.

The brake shield 1 covers or covers as shown in FIG. 4a, b and 7, in the form of a frame, the radially outer portion of the brake disk 5 and consists of two supporting protrusions 2, 3 that are connected to each other by a jumper 11 and arranged one after the other in parallel with the braking surface of the brake disk 5, which support the brake carrier plate 42 lining 4 on the sides, i.e. from the input and output sides.

Shown in FIG. 7, the shield 1 of the brake mechanism covers the brake disc from the side of the impact on the disc and from the side of the response of the disc. Another embodiment of the brake shield is also possible for mounting the brake lining only from the active side or only from the counter side. Located on the other side of the brake disc 5, the brake lining 4 is fixed in this alternative embodiment, preferably directly to the brake caliper 8. The brake caliper 8 is preferably movable on the shield of the brake mechanism.

The carrier plate 42 of the brake lining 4 in the installed position abuts without backlashes or almost without backlash to the jumper 11 formed by the support protrusions 2, 3 and the jumper 11 connecting them partially radially outward to the brake lining of the shield 1 of the brake mechanism.

In this case, the support protrusion 3 from the input side of the shield 1 of the brake mechanism is made in contrast to the disc brake according to the prior art, as shown in the example of FIG. 1, not in the form of a support 102 with a straightened supporting surface 104 facing the brake lining, but includes an undercut 32 for receiving a lock notch 424 located next to the support ledge 3 of the shield 1 of the brake mechanism of the supporting surface 422 of the carrier plate 42.

The undercut 32 and the lock notch 424 on the bearing protrusion 3 of the brake shield 1 of the bearing surface 422 of the carrier plate 42 are made in such a way that the brake lining 4 can rotate around a rotation axis parallel to the rotation axis C of the brake disk 5 (Fig. 4a), against the direction of the main HDR rotation of the brake disc 5.

The undercut 32 extends in the form of a protrusion in the main rotation direction HDR of the brake disk 5 and engages with the carrier plate 42, in particular with the specified lock hole 424 on the input side, therefore, the brake lining 4 cannot be removed from the shield 1 of the brake mechanism directly in the radial direction in relation to the center C of the brake disc.

The support protrusion 2 from the output side of the shield 1 of the brake mechanism and the adjacent support surface of the carrier plate 42 are made so that the brake lining 4 can be rotated around an axis parallel to the axis of rotation C of the brake disk 5, against the direction of the main rotation HDR of the brake disk 5. Brake the lining 4 is fixed respectively in the shield 1 of the brake mechanism so that to change the lining requires a rotary movement or a combination of rotary radial movement, and the radial movement is carried out when removing the brake lining 4 after turning the brake lining 4 out of undercut 32 outward, and when installing the brake lining 4 - before turning the brake lining 4 into undercut 32 of the support protrusion 3 from the input side. Thus, it is possible to easily mount and dismantle the brake lining 4 in or from the shield 1 of the brake mechanism.

As shown in FIG. 2, adjacent to the support protrusion 2 of the shield 1 of the brake mechanism, the support surface 41 of the carrier plate 42 includes for this purpose a lock notch 43, which engages at least partially the support protrusion 2. Arrangement and implementation of the lock notches 43, 44 of the carrier plate 42 with a friction layer 41, as well as undercut 32 of the shield 1 of the brake mechanism is thus made in such a way that the carrier plate 42 and the shield 1 of the brake mechanism take an asymmetric shape, which is preferable for changing the brake lining, and to improve Nia bearing a brake lining or the carrier plate 42 on the brake shield 1.

The axis of rotation of the brake lining 4 is preferably in the area adjacent to the support protrusion 3 from the input side of the shield 1 of the brake mechanism of the support surface 422 of the carrier plate 42 next to the head 33 of the support protrusion 3 from the input side, preferably up to 20 mm (⇐20 mm) from the head 33 of the support protrusion 3 from the input side.

In the case of the brake shield and the carrier plate according to the prior art, the brake shield 100 (Fig. 1) includes support protrusions 101, 102, respectively, from the input and output sides, for supporting the carrier plate 105. The carrier plate 105 is retracted for mounting or dismounting perpendicularly to the gap between the support protrusions 101, 102, and the support protrusions 101, 102 extend to or almost radially outward from the edge of the carrier plate 105. In this case, the inner surfaces of the support protrusions 101, 102 and adjacent support surfaces STI 103, 104 carrier plate 105 are formed as flat surfaces. In particular, the support protrusion 101 on the output side must withstand the application of highly concentrated forces causing high loads and deformation of the support protrusion, as well as an unfavorable distribution of forces in the brake shield 100 and in the carrier plate 105.

In contrast, as shown in FIG. 2, 3 and 4a-4d, in particular, the support protrusion 2 on the output side is made lower or even, so that the upper support point A of the carrier plate 42 is adjacent to the support protrusion 2 on the output side not radially on the upper end of the support surface 421 below the vector of the F- _Reges forces acting on the brake lining 4, and at the same time radially at the height of the center of gravity of the brake lining, as shown, in particular, in FIG. 4b. This reference point is located approximately in the center or lower than the center of the supporting surface 421. Due to this, a predetermined rotation moment about the Z axis is applied to the carrier plate 42 of the brake lining. This rotation moment also causes the reference force on the support protrusion 3 from the input side, acting undercut 32 and lock notch 424 and thereby activating the input side of the shield 1 of the brake mechanism in the power flow during braking.

The support protrusion 2 from the output side and the support protrusion 3 from the input side include, at the base of the corresponding protrusion, support surfaces 21, 31 that are parallel to each other or diverging, preferably, as shown in FIG. 2, at an acute angle to a parallel line defined much lower than the y-axis of the coordinate system.

The length of these bearing surfaces 21, 31, partially covering the carrier plate 4, is preferably approximately half or less than the height h _{B of the} carrier plate 42, in order to enable, on the one hand, the carrier plate 42 to rotate from or into the brake shield 1, and on the other. hand, to maintain during braking the torque acting on the support protrusion 2 from the output side, at a minimum level.

Above the supporting surface 21 of the supporting protrusion 2 from the output side, the supporting surface 21 passes through the face from the carrier plate 42 to the inclined surface 22 in accordance with the implementation of the locking notch 43 on the supporting surface 41 of the carrier plate 4.

Above the abutment surface 31 of the abutment protrusion from the input side, the abutment surface passes through the face inward from the carrier plate 42 with undercutting 32 in accordance with the design of the lock hole 44 on the abutment surface 42 from the input side of the carrier plate 4.

In FIG. 3 shows a particularly simple mounting or dismounting of a lining with a carrier plate 42 in or out of a shield 1 of the brake mechanism. It can be clearly seen that a simple pivoting movement can bring the carrier plate 42 out of engagement with undercut 32 on the head 33 of the support protrusion 3 from the input side.

In FIG. 4a-4d, arrows show, in addition to structural elements, forces acting on different points. The letter C denotes the axis of rotation of the brake disc 5, which is simultaneously specified as the Z axis of the Cartesian coordinate system. The x-axis and y-axis are the horizontal dashed line (x-axis) and the vertical dashed line (y-axis), which are crossed at right angles at point C.

In a detailed consideration of the forces acting on the brake lining 4 in the plane, and when, in particular, it takes not just a short, but a larger (preferably more than 25 °, in particular more than 35 ° when viewed in the radial center) angle F of the overlap of the lining around , then the rule is (Fig. 4a):

For half of the pad on the input side:

In the X direction (in the Cartesian coordinate system a) of the Z axis of rotation of the disk, b) of the vertical Y axis crossing the Z axis, and c) crossing the Y axis perpendicular but not crossing the Z axis of the X axis):

dF _Rxe = p⋅b⋅r _m ⋅μ⋅cosϕ⋅dϕ

 where p is the specific pressure of the brake lining;

b is the width of the lining;

r _{m is the} friction radius;

μ is the coefficient of friction of the lining;

ϕ is the blocked angle from the input and output sides; κ is the overlapped angle from the input or output side at the point of contact of the support protrusion from the input or output side;

F _Rxe - component of the friction force of the lining in the x direction of the input side of the lining.

The position of the radius r _{m of} friction is taken in the radial direction in the center of the brake disc or brake lining.

The friction forces acting in the x direction of the lining should be received by the support protrusion 2 from the input side of the brake shield.

In y direction:

dF _Rye = p⋅b⋅r _m ⋅μ⋅sinϕ⋅dϕ

where F _Rye is the friction force component of the pad in the y direction from the input side of the pad.

The brake pads acting in the direction of the friction force cause the brake pads to extend from the brake shield seat. For half the lining on the output side.

In the y direction, the relation can be adopted without changes on the basis of the equality of the direction of the force action vector.

In the direction of y acting ratio, but with a changed sign. Forces in this case cause the brake lining to be pressed into the brake shield seat.

where F _Rya is the component of the friction force of the lining in the y direction from the output side of the lining.

This implies the asymmetric action of forces on the brake lining in the y direction.

The total friction force of the lining in the y direction is:

where F _Rxa is the component of the friction force of the lining in the x direction from the output side of the lining;

F _Rxges - the total friction force of the lining in the x direction.

For the balance of forces and moments around the Z axis at point A at the point of contact of the support protrusion from the output side (Fig. 4b), the following equations apply, taking into account the previously obtained relations:

where F _ey is the bearing force on the supporting protrusion of the similar side in the y direction

F _ay : bearing force on the support protrusion from the output side, direction y 1: brake lining length 4;

h - removal of the force vector from the support point (A) on the support ledge from the output side.

From this equation, an unexpected conclusion can be made that the corresponding implementation of the shield 1 of the brake mechanism can provide support force on the input side.

To this end, it is preferable to prevent unscrewing of the brake lining 4 in the shield 1 of the brake mechanism from the input side. This can be done using the protrusion on the brake lining 4, which engages with the shield 1 of the brake mechanism (Fig. 2).

It also follows from the equation that derives the ratio h / 1 that unexpectedly and preferably it is possible to increase the support force on the support protrusion 3 from the input side by means of a radially relatively low radial reference point A, in particular, easily realized by lowering the support protrusion 2 from the output sides relative to the support protrusion from the input side (h must be as high as possible; reference point A is, in particular, the highest / maximum external point of reference A).

These measures ensure the achievement of a more favorable distribution of forces in the shield 1 of the brake mechanism. The usual shield of the brake mechanism, without supporting the brake lining on the input side, is characterized by a high concentration of the supporting forces of the lining in the bearing protrusion on the output side.

The friction force component acting in the direction y from the input side of the lining in a conventional shield of the brake mechanism must be directed mainly through the friction contact between the carrier plate and the brake caliper or pressure pads into the caliper support. Components of friction from the input side of the lining cause large loads on the caliper support. Therefore, to prevent premature wear or failure, a relatively large weight is required, and thus large dimensions, requiring an appropriate mounting space.

In addition, it is possible to unscrew the brake linings and, accordingly, brake failure in case of insufficient power circuit between the brake lining and the brake caliper or pressure pads (for example, in the presence of grease or oil).

According to the above, the brake lining 4 must be inserted into the shield 1 of the brake mechanism from the input side. To ensure easy mounting and dismounting, installation and removal must be performed by turning the brake lining 4 by turning it. For this purpose, the support protrusion 2 from the output side and the corresponding profile of the carrier plate 42 includes an inclined support surface (Figs. 3 and 6).

The angle α of inclination of the support protrusion 2 from the output side to the Y axis cannot be arbitrary. On the one hand, the minimum inclination is determined by the conditions of installation and dismantling. On the other hand, the permissible maximum slope is set by observing the self-braking limit. Exceeding the limit of self-braking can lead to a tangential sliding of the brake lining 4. The limit of self-braking largely depends on the geometry of the lining, on the friction conditions on the lining support and on the direction of the force vector between the brake lining 4 and the shield 1 of the brake mechanism.

Physical processes are shown in FIG. 4c and are derived from the following equation.

The rule for the angle of the action of forces:

F _aR = F _aT (condition for self-braking) by:

where γ is the angle of action of the forces on the support ledge 2 from the output side;

α is the angle of inclination of the support surface on the support protrusion 2 from the output side;

F _a is the total bearing force on the support protrusion from the output side (perpendicular to the support surface);

F _aN is the design force on the support protrusion from the output side (parallel to the support surface);

F _aT is the tangential force on the support protrusion from the output side (parallel to the support surface);

μ _a - coefficient of friction on the support pads on the support ledge from the output side.

This equation determines the condition of self-braking for the angle α of inclination of the support protrusion 2 from the output side, depending on the angle γ of the action of forces and friction μ _a at the reference point.

To prevent the tangential sliding of the lining 4 on the support of the support ledge 2, the angle α should be significantly less than the angle calculated by the above equation.

Given the real conditions of friction (μ _a = 0.1 to 0.2) on the support ledge and standard sizes of brake linings for heavy freight vehicles, the angle α is preferably from min. 8 ° to max. 30 °.

The data given is valid for braking processes when moving forward. To ensure braking when driving backward without disrupting functionality, the support projection 3 oriented towards the entrance should have a minimum height. For this, the rules apply, as well as for conventional brake gear shields. The height of the support protrusion of the shield of the brake mechanism should preferably be greater than the radial height of the circumferential friction force vector of the lining. This ensures that there is no additional unscrewing torque on the lining caused by the support of the brake lining. The displacement parameter v of both force vectors is shown in FIG. 4d.

Since braking when driving backward on road vehicles is used much more rarely and with less effort, the orientation of the brake lining compared to braking when moving forward can be simplified without loss of functionality.

Based on the listed requirements for braking when moving forward and the requirements for supporting the lining when braking backwards, the asymmetric geometry of the brake lining 4 is determined.

For asymmetric geometry of the brake lining and the shield of the brake mechanism, a relatively low bearing protrusion on the output side of the shield, an inclined position of the lining support on the supporting ledge on the output side, the inclination angle being preferably 8 ° ⇐ α⇐30 °, mutual engagement between the brake lining 4 and the protrusion 3 of the shield of the brake mechanism on the input side of the shield 1 (for example, due to the protrusion on the pad and the corresponding indentation on the support protrusion 3), as well as the relatively high support protrusion 3 on the input side of the u It is the brake.

In FIG. 4b, additional parameters are determined: F _ey — response force from the input side; 1 - lining length; F _R is the friction force of the lining; h is the indent of the force vector from the pad support; F _{ax -} bearing support force; F _{ay is the} response force from the output side.

It is important that the form according to the invention of the support projections 2, 3 and the support surfaces 41, 42 of the carrier plate 42 contributes to the bearing of the carrier plate 42 when braking, not only due to the support protrusion 2 from the output side, but also due to the support protrusion 3 from the input side.

For the forces and moments acting on the brake lining around a high axis (Y axis) when the lining is displaced under force in the x direction (Figure 5), the following equations are used:

where F _Z is the tightening force;

F _P - clamping force of the lining relative to the brake disc;

F _Ra is the friction force from the output side;

F _Re is the friction force from the input side;

D is the thickness of the lining;

X is the indentation of the pulling force vector.

The equation for the asymmetry of the force vector on the brake lining or carrier plate 42:

The equation for F _Re = 0 (friction force from the input side) and F _Ra = 0 (friction force from the output side), as well as d = 0 (friction force of the lining and the supporting force on the same plane):

F _z = F _p from equation 1

(идеальное состояние из-за равномерного распределения сил в накладке).

(ideal condition due to the uniform distribution of forces in the pad).

The equation for a conventional brake lining without frictional force on the supporting lug of the lining:

The equation for the brake lining 4 with the friction force on the support ledge 3 from the input side (previously given equation):

The distribution of the forces of the shield 1 of the brake mechanism with the friction force on the support ledge 3 from the input side by one term (F _Re 1) is better than the distribution of the forces of the brake lining without the friction force on the input side.

Due to the locking notches 423, 424 on the supporting surfaces 421, 422 of the carrier plate 42 and undercut 32 on the support protrusion 3 from the input side, the carrier plate 42 can be installed in the shield 1 of the brake mechanism without or without backlash.

Others shown in FIG. 6a-6e, by way of example, embodiments of the carrier plate 42 and corresponding shapes of the support projections 2, 3 of the brake shield 1.

So, on the carrier plate shown in FIG. 6a, a rectangular locking shoulder is made with supporting surfaces parallel to the X axis, supporting surfaces 423, 424, the plane 4241 of the locking notch 424 resting on the correspondingly undercut 32 of the supporting protrusion 3 from the input side, and the supporting surface 423 adjacent to the supporting protrusion 2 from the output side.

In the embodiment shown in FIG. 6b of the embodiment, the locking shoulders 423, 424 are made in the form of roundness, which is based on undercutting the corresponding shape of the support protrusion 3 from the input side and the contact surface 22 of the corresponding shape of the support protrusion 2 from the output side.

In the embodiment shown in FIG. 6c, an embodiment of a lock notch 424 in the form of a semicircular recess is provided on the input side 422. The input side 421 of the carrier plate 42 is made in the form of two rectilinear supporting planes extending at an angle to each other on the support protrusion 2 from the output side.

Shown in FIG. 6d, 6e and 9, the carrier plate 4 is characterized by a rectangular locking shoulder 424 located on a lateral plane 422 protruding at an acute angle β outward, the shoulder being rotatable to undercut 32 of the support protrusion 3 from the input side, having a corresponding shape. The height h _{V of the} lock notch 424 in FIG. 6d is less than the height h _{V of the} lock notch 424 in FIG. 6e. From the output side, the lateral plane 421 of the carrier plate 4 is made in the center as protruding outward at an acute angle and the lateral plane 423.

For better turning of the carrier plate 4 into the undercut 32 of the support protrusion 3 from the input side, the peripheral zone 430 adjacent to the upper side 428 and the peripheral zone 432 adjacent to the lower side 427 of the carrier plate 4 are slightly flattened.

The direction (with the brake lining 4 installed) in the direction of the axis of rotation of the brake disc 5, the surface of the connector 4242 of the rectangular lock notch or lock shoulder 424 includes a flatness 4243 to facilitate the rotation of the brake lining 4 from engagement with the shield 1 of the brake mechanism.

The lock notch 424 according to a preferred embodiment of the invention is made in the bulk of the carrier plate 42. Alternatively, it is possible to mount the lock notch 424 on the carrier plate as a separate structural part.

In FIG. 7 shows an embodiment of a brake shield 1 corresponding to those shown in FIG. 6d and 6e of the brake linings 4 with two brake linings 4 mounted in the brake shield 1. The brake shield 1 without brake linings is shown in FIG. 8. The asymmetric design of the brake pads and the design of the parts of the shield 1 of the brake mechanism, into which the brake pads 4 are installed, in particular, the head 33 of the support lug 3 from the input side, as well as the counter v-shaped spacer of the brake lining socket formed by the support lugs 2, are clearly visible. , 3.

The friction layer 41 applied to the brake linings 4 preferably corresponds in shape to the asymmetric shape of the carrier plate 42 (Figs. 10a and 10c). The portion 413 that closes the lock notch 424 of the carrier plate 42 is preferably divided into two sections 411, 412 of the friction layer 41 and is preferably made in the mass of one of the sections 412, but may, in one embodiment, be fitted with the brake lock 424 separately overlay. It is also possible that the friction layer is not applied to the locking notch 424 (Fig. 10b).

In FIG. 11 and 12 show side views of the shield 1 of the brake mechanism of FIG. 7 and brake lining 4 shown in FIG. 11 with a carrier plate 42, and in FIG. 12 with a friction layer 41 pads. It is also clearly seen here that the support protrusion 2 on the output side, in contrast to the support protrusion 3 on the input side, is asymmetric to the axis of symmetry passing through the center of the brake lining 4 through the rotation axis C of the brake disk 5.

By means of the carrier plates 4 and shields 1 of the brake mechanism made according to the invention, the distribution of forces is improved by abutment with friction closure, both from the input and output sides. In addition, there is a more uniform effect of the forces transmitted during braking from the brake lining 4 to the shield 1 of the brake mechanism, which is associated with more uniform loads on the shield 1 of the brake mechanism or brake caliper and on the parts of the brake mounting on the bearing shield 1 of the brake mechanism of the axle. There is also a reduction in knocking due to a denser orientation of the brake lining 4 in the shield 1 of the brake mechanism.

Legend List

1 brake shield

11 jumper

2 support ledge

21 bearing surface

22 contact surface

23 top side

24 bearing surface

3 support ledge

31 bearing surface

32 undercut

33 head

34 bearing surface

4 brake lining

41 friction layer

42 carrier plate

421 abutment surface

422 bearing surface

423 castle notch

424 castle notch

4241 top side

4242 bottom side

4243 flatness

4244 side surface

425 bearing surface

426 bearing surface

427 bottom edge

428 top edge

429 shoulder fixing spring pads

430 peripheral zone

431 abutment surface

432 bearing surface

5 brake disc

6 latch bracket

7 hole

8 brake caliper

100 brake shield

101 support ledge

102 support ledge

103 abutment surface

104 bearing surface

105 carrier plate

C axis of rotation, center of coordinate system

A point of application of forces

HDR main direction of rotation of the brake disc

H _B support plate height

h _{Te the} height of the support ledge from the input side

h _{Ta the} height of the support ledge from the output side

v displacement of the force vector during braking when moving backward

x indent of clamping force of the pad from the point of support

F _R total friction force

F _Rrw friction force of the lining during braking when driving backwards

F _arw lining support force during braking when driving backwards

F _Z tightening force

F _P : downforce

F _Ra the friction force on the surface of the support of the support ledge from the output side

F _Re the friction force on the surface of the support of the support ledge from the input side

Claims (30)

1. A disk brake of a motor vehicle, in particular a truck, comprising a partially overlapping brake disk (5) around the circumference of a brake caliper (8) and a shield (1) of the brake mechanism, rigidly fixed to the side of the vehicle, in which at least a brake lining (4) with a carrier plate (42) and a friction layer (41) fixed to it, moreover, the shield (1) of the brake mechanism includes, in the direction of the main rotation of the brake disk (5), support projections (2, 3), onto which from the input and output side the carrier plate (42) of the brake lining (4) is supported, the bearing protrusion (3) from the input side of the shield (1) of the brake mechanism and the adjacent supporting surface (422) of the carrier plate (42) are adapted to engage with each other, characterized in that the brake lining (4) is supported on the support protrusion (2) from the output side at the point of support (A), which is highest relative to the axis of rotation of the brake disk in the Y direction, which is located relative to the axis of rotation of the brake disk below the total force vector (F _Rxges ) friction, day flying to the brake lining (4), and the brake lining (4) is fixed in the shield (1) of the brake mechanism in such a way that for installation and removal a rotary movement or a combination of rotary movement with a movement in the radial direction is necessary, while the bearing protrusion (2) from the output side of the shield (1) of the brake mechanism and the supporting surface (421) of the carrier plate (42) adjacent to it, are made in such a way that the brake lining (4) is turned against the direction of the main rotation of the brake disk (5) around the axis rotation parallel to the axis of rotation (C) of the brake disc (5). 2. A disc brake according to claim 1, characterized in that the support protrusion (2) on the output side is made lower with respect to the support protrusion (3) on the input side. 3. The disc brake according to claim 1 or 2, characterized in that when viewed in the X direction from the axis (Z axis) of rotation of the brake disc, the X direction being perpendicular to the rotation axis of the brake disc, and the rotation axis intersects the X direction - the highest point ( A) bearing on the support ledge (2) from the output side is indented (h)> 0 from the force vector (F _Rxges ). 4. The disk brake according to claim 3, characterized in that the offset (h)> 0 of the removal of the point (A) of the _abutment point from the vector (F _Rxges ) of the action of forces on the support protrusion (2) from the output side is at least 0.1 or more than 0.1 of the length (1) of the brake lining (4) in the direction of the force vector (F _Rxges ). 5. The disc brake according to claim 3, characterized in that the indent (h) of the removal of the point (A) of the abutment from the vector (F _Rxges ) of the action of forces on the support protrusion (2) from the output side is from 0.1 to 0.25 width (b ) of the brake lining (4) perpendicular to the direction of the force vector (F _Rxges ). 6. A disc brake according to claim 1 or 2, characterized in that the support protrusion (3) on the input side is located above the point of intersection of the force vector (F _Rxges ) with the support protrusion (3) on the input side. 7. A disk brake according to claim 1 or 2, characterized in that the support surface (422) of the carrier plate (42) located next to the support protrusion (3) on the input side of the shield (1) of the brake mechanism includes a lock notch (424) made with the possibility of engagement with a corresponding undercut (32) on the support ledge (3) from the input side. 8. A disk brake according to claim 7, characterized in that the undercut (32) extends in the form of a shoulder in the direction of the main rotation of the brake disk (5) and is intercepted from the input side by the carrier plate (42) so that the brake lining (4) Do not remove the brake mechanism from the shield (1) directly in the radial direction relative to the center (C) of the brake disc. 9. A disk brake according to claim 8, characterized in that the undercut (32) extends in the form of a shoulder in the direction of the main rotation of the brake disk (5) and is intercepted from the input side by the carrier plate (42) so that the brake lining (4) Do not remove the brake mechanism from the shield (1) directly in the radial direction relative to the center (C) of the brake disc. 10. A disc brake according to claim 1 or 2, characterized in that the lock notch (424) located next to the support protrusion (3) from the input side of the shield (1) of the brake mechanism of the support surface (422) of the carrier plate (42) is made in this way so that the brake lining (4) can be turned by moving against the direction of the main rotation of the brake disk (5) around the axis of rotation parallel to the axis of rotation (C) of the brake disk (5). 11. A disc brake according to claim 1 or 2, characterized in that the support protrusion (2) from the output side and the corresponding contour of the abutment of the carrier plate (42) include a support surface inclined at an angle (α) (21, 423). 12. The disc brake of claim. 11, characterized in that the angle (α) less than the sum of inclination angle of application of force (y) and arc angle parameter μ of friction on _a point (A) bearing the support collar (2) on the output side. 13. The disc brake according to claim 12, characterized in that the inclination angle (α) is from 8 ° to 30 °. 14. A disc brake according to claim 1 or 2, characterized in that the pivot axis around which the brake lining (4) rotates passes in the region of the support surface (422) of the carrier plate (42) located next to the support protrusion (3) with the input side of the shield (1) of the brake mechanism close to the head (33) of the support protrusion (3) from the input side. 15. A disc brake according to claim 1 or 2, characterized in that the support surface (421) of the carrier plate (42) located next to the support protrusion (2) on the output side of the shield (1) of the brake mechanism includes a lock notch (423), which at least partially overlaps the support protrusion (2) 16. A disk brake according to claim 1 or 2, characterized in that the support protrusion (2) on the output side is made as compared with the support protrusion (3) on the input side asymmetrically to the axis of symmetry passing through the center of the brake lining (4) and through the axis (C) rotation of the brake disc. 17. The disk brake according to claim 1 or 2, characterized in that the circumferential angle overlapped by the plane of the friction layer of the brake lining is greater than 25 °, in particular more than 30 °. 18. A disk brake according to claim 1 or 2, characterized in that the support protrusion (3) from the input side of the shield (1) of the brake mechanism and the supporting surface (422) of the carrier plate (42) adjacent to it are configured to be inserted geometrically gearing with each other. 19. A disc brake according to claim 1 or 2, characterized in that the support protrusion (3) on the input side includes a head (33), which lap overlaps the lock notch (424) on the supporting side adjacent to the support protrusion (3) from the input side surface (422) of the carrier plate (42). 20. A disc brake according to claim 1 or 2, characterized in that the length of the support surfaces (21, 31) of the support protrusion (3) partially covering the brake lining (4) on the input side (3) more than half the height h _{B of the} carrier plate (42 ) 21. The brake lining (4) for the disc brake, in particular, according to any one of paragraphs. 1-20, comprising a carrier plate (42) and a friction layer (41) fixed to it, the carrier plate (42) including lateral supporting surfaces (421, 422) for supporting the shield (1) against the lateral inner walls of the supporting protrusions (3) a brake mechanism, moreover, at least one of the lateral supporting surfaces (421, 422) has a lock notch (423, 424) for preferably geometrical closure with the lateral inner wall of the supporting protrusions (3) of the shield (1) of the brake mechanism, characterized in that the contour of the abutment of the carrier plate (42) includes supports surface (21, 423) with an angle (α)> 0 ° of inclination relative to the Y axis in whole or in part in the radially highest zone of abutment of the brake lining on the shield, while the angle (α) of inclination is less than the sum of the angle (y) of the forces and the arc angle parameter μ _and the friction at the point of support on the bearing lug (2) on the output side. 22. The brake lining according to claim 21, characterized in that the lock hole (423, 424) is made in the form of a shoulder protruding from the side bearing surface (421, 422). 23. The brake lining according to claim 21 or 22, characterized in that the shoulder is adjacent to the radial lower side of the brake lining or fits almost flush with it. 24. The brake lining according to claim 21 or 22, characterized in that the lock notch (424) is made in the form of a trapezoidal, in particular, rectangular shoulder. 25. The brake lining according to claim 21 or 22, characterized in that the lock notch (424) is made as a unit with the carrier plate (42). 26. A brake lining according to claim 21 or 22, characterized in that the lock hole (424) is configured to be mounted on a carrier plate (42). 27. A brake lining according to claim 21 or 22, characterized in that the lock hole (424) is made near the upper side (428) of the carrier plate (42). 28. The brake lining according to claim 21 or 22, characterized in that the carrier plate (42) is asymmetric due to the lock notches (423, 424). 29. The brake lining according to claim 21, characterized in that the inclination angle (α) is from 8 ° to 30 °. 30. The brake lining according to claim 21 or 22, characterized in that a rectangular lock notch (424) is made on the input side on the side surface (422) of the carrier plate.

Images